Method for the carburization of air for use in explosive-engines.



J. M. EVANS.

METHOD FOR THE CARBURIZATION OF AIR FOR USE IN EXPLOSIVE ENGINES; APPLICATION FILED JAN. 20. 1 916.

1 ,22,261, Patented July 3,1917.

2 SHEETSSHEET I.

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J. M. EVANS. METHOD FOR THE CARBURIZATION OF AIR FOR use IN EXPLOSIVE ENGINES.

APPLICATION FILED JAN-20, 1916- Patented July 3, 1917.

1,1 2 sHEETSSHEET F": V W I iiiniu f z'g. .9.

JAMES M. EVANS, or WESTPORT, CoNNECrICu'r, ASSIGNOR 'I'O EVANS ENGINE COM- rANY, HIGORPORATED, A conreaerioN or NEW YORK.

' METHOD on THE cnnnuniza'rroN or Ara roe use iN EXPLOSIVE-ENGINES.

. Specification of Letters Patent.

Patented July 3, 191'? Application filed January 20, 1e1c. Serial No. 73,090.

To all whom it may concern.

Beit known that I, JAMES M. Evans, a citizen of the United States, and a resident of VVestport, in the county of Fairfield and State of Connecticut, have invented certain new and useful Improvements 1n Methods for the Carburization of Air for Use in E2;- plosive-Engines, of which the following is a specification.

Broadly stated, the object of my inventlon is to secure a more perfect VZLPOIlZillJlOIi' and mixture of the hydrocarbon fuel and the air, than has heretofore been possible.

More particularly, it is my object to provide a method of carburization that will give good explosive mixtures, even when using kerosene and other low grade 011s and that will not be subject toch'anges in atmospheric conditions.

Uther objects and advantages of my invention will be obvious from the following description. I

In practising my invention, 1 cause measured charges of liquid hydrocarbon fuel to be delivered into the air manifold or m1X1ng chamber, through which the air passes on its way to the engine, by a pump or conveyer or other suitable equivalent and then vaporize the individual charges by sub ecting them to a sudden blow or impact, suflicient to" vaporize the liquid, and to cause it to mix with the air. The charges of fuel are preferably delivered and vaporized synchronously with the explosion strokes of the engine, there being a separate charge of liquid fuel measured, delivered and vaporized for each cylinder charge. V

This being the nature of my improved method, it is obvious that many difierent mechanisms may beemployed for practising it. The mechanism or carbureter that I prefer to employ is shown in the accompanying drawing and my lmproved method will be readily understood from an explana- .tion of this apparatus and its mode of operation.

Referring to the drawing,

Figure 1 is a side elevation view of the assembled carburete'r, a portion of the mechanism being shown'in section;

Fig. 2 is a section View taken on the line 2 of Fig. 1';

Fig. 3 is a section view on line 3 of Fig. 1;

Fig. 4 is a detailed view showing the conshown in Fig. 6;

Figs. 8, 9 and 10 are detailed'views showing the construction of the member carrying the cam groove for operating the plungers;

Fig. 11 is a detail view showing the bridge member carrying that portion of the cam groove employed to drive the plungers in for the purpose of vaporizing the'fuel.

Referring in detail to these drawings, the numeral 1 designates a float chamber of any approved type, for maintaining the liquid fuel under a slight head or pressure in the fuel reservoir 2. 3 designates a rotatable carrier mounted on a shaft l and adapted to be driven by the engine through gear 5. The carrier 3 is provided with two oppositely disposedrecesses 6, (see Fig. 6) in which the plungers 7 are mounted and adapted to reciprocate. The outer ends of these plungers are provided with projecting rollers 8, which rest in the cam groove a The normal shape of thiscam groove 9, which is adjustable, is such that as the carrier 3 rotates, the plungers are brought opposite the reservoir 2 in closed position. On the continued rotation of the member 3 they open and draw in a measured charge of liquid fuel and convey this measured charge to the mixing chamber 10. As the plungers come opposite the mixing chamber 10, they are closed suddenly by the cam groove, and with sufficient impact to vaporize the minute charges of oil which are forced out into the mixing chamber as a vapor, and mingle with 100 groove 9 is made adjustable in the following 105 manner :It is formed on the outer face of a circular member 11, and this member is formed of two main parts 12 and 13. The part 12 is held in fixed relation to the frame of the carbureter, as by a screw 14;, while 11c the part 13 is mounted on the shaft 16 and bers 12 and 13. Byshifting the section 13,

therefore, the portions of the cam groove in the members 19 and 19 may be altered-so as to give the pistons the desired throw. 20 designates a throttle for the mixture, and this is mounted on the shaft 17, so that when the lever 18 is operated to change'the throw of the plungers 7, it also operates the throttle to correspondingly reduce the charge entering the engine, thereby maintaining the right mixture under all conditions of opera tion. The pin 16 on the shaft 16 moves in a slot 16 andgoverns the maximum adjustment of the lever 18 in both directions.

It will be noted that the section of the cam groove carried by the bridge member 19 (see Fig. 11) employed to force the plungers in, is so shaped that the plungers .will

be closed suddenly. The shape of this par- 'ticular section of the groove will vary somewhat, depending, among. other things, on the speed at Whichthe device is driven, but in all cases the plungers should be driven in with sufficient speed and force to vaporize the small individual charges of fuel. It will also be noted that the section of the groove carried by bridge 19 (see Figs. 4 and 5) for withdrawing the plungers is so shaped that the ually.

The particular embodiment of my carburetter shown in the drawing is best adapted, if running atengine speed, to operate a fourcylinder-four-cycle engine, or a two-cylinplungers will be withdrawn gradder-two-cycle engine. It is obvious, however, that if run at a different speed, or if provided with more or less plungers, it can be adapted to operate an engine of any number of cylinders of either the two-cycle or four-cycle type. In this connection, I should explain that I prefer to so arrange the device that an individual charge of fuel is delivered and vaporized foreach explosive stroke of the, engine. It may be used, however, running out of synchronism with the engine, but not to such good advantage.

I will now describe the operation of the device as shown and as used with a four cylinder-four-cycle engine. When so used, the gear 5 is driven at engine speed and turns the shaft 4 and disk or carrier 3 at the same speed. The plungers 7 come opposite the. reservoir 2 in closed position. They then open gradually and the recesses are filled with liquid and move opposite the mixing chamber 10-, at which period of operation chamber and are drawn into the engine. If 1t;- 18 desired to slow the engine down .the

lever 18 is moved so as to partially close the throttle and so as to bring the portion of the cam grooves in'the bridges 19 and 19* more nearly in line with the body of the cam groove; in other words, so as to give the plungers 7 a shorter throw. This causes a reduced amount of mixture to be drawn into the cylinders. When it is desired to increase the speed and power of the engine, the lever 18 is moved in the opposite direction and the bridges 19 and 19. are shifted so as to give the plungers 7 a greater throw and to simultaneously open the throttle. It will be noted that throttle 20 is adjusted with each adjustment of the charges, thereby maintaining the mixture always of the desired strength. If the throttle is entirely closed, the cam groove is altered so that the plungers do not reciprocate.

It should further be noted that under all conditions of adjustment, the plungers 7 completely close the recess inwhich they slide on their impact or vaporization stroke;

also that the cam groove in the bridge 19", which operates to close the plungers 7, is made particularly steep so that this closing will take p'lace With great rapidity and with suflicient speed to vaporize the fuel, instead of merely ejecting it as a liquid. In practice, this closing may be eifected in about one-thirtieth of the time required for a complete revolution. As the device is running at engine speed, and as this may be as high as three thousand revolutions per minute,"this means that the plunger is closed in about one fifteen hundredth of a second.

The apparatus described above forms the subject-matter of my copending a plication, Serial No. 69,691 filed December 31, 1915. v

Two other arrangements adapted for use in practising my invention, are shown in my copending application, Serial No. 866,276, filed October 12, 1914.

While the mechanisms described above and in the pending application referred to, are particularly adapted for use in practising my invention, and while I have referred to' them in order to explain my improved method,'it is obvious that other ar- 'rangements can be used and that my method plete vaporization can be had --without resorting to suction, as is necessary when jet *carbureters are used and therefore larger chargesjcan be introduced inthe cylinders, than is possible when jet carbureters are used. The vaporization is not attended by precipitation of carbon or of heavy matters in the liquid fuel, as is the case where vapor.-

ization is effected by heat applied externally, as has-heretofore been attempted. Further-' more, all the foregoing advantages and others may be obtained with my method, by employing a simple form of mechanism which by actual measurement, consumes only a negligible amount of power.

Having now described my invention, what I claim is:

1. The improved method of 'carburization i them by subjecting each of them to an im-' pact or blow.

2. The improved method of carburization,

which consists in conveying charges of liquid fuel into the nnxing chamber of an internal combustion engine synchronously with the intake strokes of the engine, and vaporizing the charges by subjecting them individually -to an impact or blow.

3. The improved method of carburization, which consists in conveying separate measured charges of liquid fuel to a mixing chamber of an internal combustion engine synchronously with the intake strokes of said engine, each charge being adapted to carburize a single charge of air for one cylinder, carburizing the air inor passing through said chamber by subjecting the charges individually to an impact or blow of suflicient force and intensity to convert them into vapor.

"In testimony whereofl have signed this specification in the presence of a witness. JAMES M. EVANS.

Witness:

' Eow. V, Comm. 

